A shock absorber with a pressure tube, a reserve tube, and a piston slidably disposed within the pressure tube to define first and second working chambers. A reservoir chamber is positioned between the pressure tube and the reserve tube. A damper baffle tube, positioned in the reservoir chamber, defines a baffle tube chamber between the pressure tube and the damper baffle tube. One or more electromechanical valves are positioned in fluid communication with the first working chamber and the baffle tube chamber. The damper baffle tube includes a compliant portion that has a sealing surface configured to move into and out of contact with the pressure tube in response to fluctuations in fluid pressure in the baffle tube chamber so as to form a check valve that holds a constrained volume of hydraulic fluid in the baffle tube chamber.

The present disclosure generally relates to an omni-direction wheel system and methods for controlling the omni-direction wheel system. The omni-direction wheel system includes a plurality of suspension systems that operate independently of one another. Each suspension system may include an electromagnetic steering hub configured to rotate a wheel 360 degrees about a vertical axis based on a polarity of an electromagnetic signal applied to the electromagnetic steering hub. The suspension system may further include an in-wheel motor configured to rotate with the wheel and drive the wheel about a horizontal axis.

A work vehicle includes: a wheel support member configured to support a pair of left and right traveling wheels; a link mechanism configured to support the wheel support member such that the wheel support member can be raised and lowered, the link mechanism being provided spanning between a vehicle body and the wheel support member; a suspension mechanism configured to elastically support the wheel support member, the suspension mechanism being provided spanning between a suspension support portion, which is formed on the vehicle body, and the wheel support member; and a lateral link configured to restrict leftward and rightward movement of the wheel support member, the lateral link being joined to a vehicle body-side support portion, which is formed on the vehicle body, and to a wheel-side support portion, which is formed on the wheel support member, wherein the link mechanism has: an upper link with an front end portion supported so as to be able to pivot up and down around an upper pivot axis by a link support portion, which is formed on the vehicle body, and with a rear end portion joined so as to be able to relatively pivot around an upper joint axis by the wheel support member; and a lower link with a front end portion supported so as to be able to pivot up and down around a lower pivot axis by the link support portion, and with a rear end portion joined to the wheel support member so as to be able to relatively pivot around a lower joint axis, a distance between the upper pivot axis and the upper joint axis is set shorter than a distance between the lower pivot axis and the lower joint axis, a gap width between the upper joint axis and the lower joint axis is set larger than a gap width between the upper pivot axis and the lower pivot axis, and when the vehicle body is in an unloaded state, the lower joint axis is located lower than the lower pivot axis.

Inertial suspension magnetic stabilizer that complements the suspension of vehicles and mobiles of different nature, opposing and compensating inertially to sudden impulses; mountable to wheel cups or to the wheel axis support, preferably constructed in a body preferably forming a hollow cylinder containing gaseous or liquid fluids, composed of a hermetic tubular body provided at its ends with fixed magnets and in its central area of a magnetically neutral sliding piston, supported by its magnet ends with equal polarity, facing, to that of the magnets fixed at the ends of the tubular body; sliding piston that in turn divides the tubular body into two hermetic chambers linked together, by a tube provided with a fluid regulating valve.

A shock absorber with a pressure tube, a reserve tube, and a piston slidably disposed within the pressure tube to define first and second working chambers. A reservoir chamber is positioned between the pressure tube and the reserve tube. A damper baffle tube, positioned in the reservoir chamber, defines a baffle tube chamber between the pressure tube and the damper baffle tube. One or more electromechanical valves are positioned in fluid communication with the first working chamber and the baffle tube chamber. The damper baffle tube includes a compliant portion that has a sealing surface configured to move into and out of contact with the pressure tube in response to fluctuations in fluid pressure in the baffle tube chamber so as to form a check valve that holds a constrained volume of hydraulic fluid in the baffle tube chamber.

A damper interface device (DID) includes a microcontroller including a memory and a processor, at least one algorithm stored to the memory, and a DID connector configured to connect the microcontroller to a vehicle network without having to modify the wiring system of the vehicle. The algorithm is configured to receive network messages from the vehicle network via the DID connector, where the network messages include an input message directed to a suspension controller. The algorithm is executed by the processor to identify the input message as directed to the suspension controller, parse the input message for response requirements, determine contents of a response to the input message, where the contents of the response emulate a response of the suspension controller, and generate a response message including the contents of the response. The microcontroller is configured to output the response message to the vehicle network via the DID connector.

A steering device, including: a steering knuckle rotatably holding a wheel and pivotally supported by a suspension arm through a first joint; a steering actuator disposed on the suspension arm; and a tie rod a proximal end portion of which is coupled to the steering actuator and a distal end portion of which is coupled to the steering knuckle through a second joint.

A linear actuator comprising a housing with a proximal end and a distal end, and defining a central cavity extending axially; a piston tube at least partially positioned axially within the central cavity; a first elongated rotatable screw positioned axially within the central cavity; a first cylindrical nut mounted about the first elongated rotatable screw and configured to move axially as the first elongated rotatable screw rotates; a second elongated rotatable screw positioned axially within the central cavity; a second cylindrical nut mounted about the second elongated rotatable screw and configured to move axially within the central cavity as the second elongated rotatable screw rotates; and a spring positioned around the second elongated rotatable screw between the second cylindrical nut and the distal end of the housing, wherein the spring is configured to bias the second cylindrical nut away from the distal end of the housing.

A linear actuator comprising a housing with a proximal end and a distal end, the housing defining a central cavity extending axially through the housing; a piston tube, where a first portion of the piston tube is slidably positioned axially in the housing, and a second portion of the piston tube extends outwardly from the distal end of the housing; an elongated rotatable screw positioned axially within the central cavity of the housing; a nut positioned within the housing and mounted about the screw, the nut configured to move axially within the housing as the screw rotates; and a spring positioned around the screw, the spring positioned within the housing between the nut and the piston tube; wherein the spring is configured to bias the piston tube away from the nut.

A decoupling bearing for a suspension strut or a pneumatic suspension strut may include a suspension strut cup and a connecting element that can be connected to a vehicle body. A damping element may be arranged between the suspension strut cup and the connecting element. The suspension strut cup may be connected to the connecting element by the damping element. Further, the damping element may be adhesively bonded to the connecting element and the suspension strut cup in a force-transmitting manner, and/or the damping element may be adhesively bonded to the connecting element and an intermediate element in a force-transmitting manner. The intermediate element may be connected to the suspension strut cup.